Electronic

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
Belagavi- 590018
SMART TOILET CLEANER

PROJECT FIRST PHASE REPORT
Submitted by
ADITYA BHAT A 4CB16ME400
SHYAMMURTHY H PATEL 4CB15ME089
SHREYAS M 4CB15ME096
THEJUS JC 4CB15ME112
In the partial fulfillment of the requirement for the degree of

BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING
(Visvesvaraya Technological University)
Under the guidance of
Mr. SUNIL KUMAR B V, B.E, M.Tech.

Assistant Professor,
Department of Mechanical Engineering
Department of Mechanical Engineering

(Accredited by NBA- New Delhi)
CANARA ENGINEERING COLLEGE

(Affiliated to VTU Belagavi)
BENJANAPADAVU, BANTWAL-574219, KARNATAKA
2018-2019
(Affiliated to VTU, Belagavi)
Benjanapadavu, Bantwal-574219 D.K Karnataka.
DEPARTMENT OF MECHANICAL ENGINEERING

APPROVAL
This project entitled “DESIGN AND DEVELOPMENT OF

ELECTROMAGNETIC BRAKING SYSTEM” is hereby approved a
creditable study of an engineering subject carried out and presented in a
satisfactory manner to its acceptance as a pre-requisite to the degree of
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING
Mr. Sunil Kumar B V Mr. NiranjanRai

(Project Guide) (Project Co-ordinator)
Dr. B. Krishna Prabhu Dr. Ganesh V. Bhat

(Head of the Department) (Principal)
Examiner 1:…………………………………………..
Examiner 2:…………………………………………..
Benjanapadavu, Bantwal-574219

DECLARATION
We, the students of 8thsemester of Mechanical Engineering, Canara Engineering College,

Benjanapadavu, Bantwal- 574129, declare that First phase of the work entitled “DESIGN
AND DEVELOPMENT OF ELECTROMAGNETIC BRAKING SYSTEM” has been
successfully completed under the guidance of Mr. Sunil Kumar B V, Assistant Professor,
Department of Mechanical Engineering. This project is submitted to Visvesvaraya
Technological University in partial fulfillment of the requirements for the award of Degree of
Bachelor of Engineering in Mechanical Engineering during the academic year 2018 - 2019.
Further the matter embodied in the project report has not been submitted previously by
anybody for the award of any degree or diploma to any university.
Place: Benjanapadavu, Bantwal

Date:
Project Associates:
1. ADITYA BHAT A 4CB16ME400

2. SHYAMMURTHY H PATEL 4CB15ME089
3. SHREYAS M 4CB15ME096
4. THEJUS JC 4CB15ME112
(Affiliated to VTU, Belagavi)
Benjanapadavu, Bantwal-574219 D.K Karnataka.

CERTIFICATE
This is to certify that the project entitled “DESIGN AND DEVELOPMENT OF

ELECTROMAGNETIC BRAKING SYSTEM” has been carried out by
ADITYA BHAT A 4CB16ME400

SHYAMMURTHY H PATEL 4CB15ME089
SHREYAS M 4CB15ME096
THEJUS JC 4CB15ME112
Students of 7th semester B.E in Mechanical Engineering under my guidance and

submitted in partial fulfillment of the requirements for the award of the degree
of “BACHELOR OF ENGINEERING” in “MECHANICAL
ENGINEERING” from “VISVESVARAYA TECHNOLOGICAL
UNIVERSITY” during the academic year 2018-2019. Further it is certified to
the best of my knowledge that the matter embodied in this work has not been
submitted for the award of any other degree.
Mr. SUNIL KUMAR B V

Assistant Professor
CANARA ENGINEERING COLLEGE BENANAPADAVU, BANTWAL
(Project guide)
DESIGN AND DEVELOPMENT OF ELECTROMAGNETIC BRAKING SYSTEM
ACKNOWLEDGEMENT
First and foremost, we express our sincere gratitude to our institution Canara Engineering
College, for giving me an opportunity to pursue my B.E. in Mechanical Engineering and
giving me an important stepping stone in building my career.
We are indebted to our Project Guide Mr. Sunil Kumar B V, Assistant Professor,
Department of mechanical Engineering, Canara engineering college for his invaluable
guidance and support in every aspect right from choosing of the project and leading to carry
out this project work.
We would like to thank our Project Coordinator, Mr. Niranjan Rai, Department of
Mechanical Engineering, Canara Engineering College for his dynamism and lofty
encouragement.
Any amount of gratitude is incomplete without thanking Dr. Krishna Prabhu, Head of the
mechanical Engineering, Canara Engineering College for his dynamism and encouragement.
We would like to convey our deep sense of gratitude to Dr. Ganesh V. Bhat, Principal,
Canara Engineering College, for his valuable support.
We thank all teaching and non-teaching staff of the Department of Mechanical Engineering
for their cooperation, help and support.
Finally this work will be incomplete if you forget to thank God for guiding us in the right
path and our parents for their constant support and blessings. These are the driving force that
kept us going all through the work.
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 i

ABSTRACT
The principle of braking in road vehicles involves the conversion of kinetic energy into heat.
This high energy conversion therefore demands an appropriate rate of heat dissipation if a
reasonable temperature and performance stability are to be maintained. An electromagnetic
brake is a new and revolutionary concept. Electromagnetic braking system is a modern
technology braking system used in light motor & heavy motor vehicles. This system is a
combination of electro-mechanical concepts. The frequency of accidents is now-a-days
increasing due to inefficient braking system. It is apparent that the electromagnetic brake is
an essential complement to the safe braking of heavy vehicles. It aims to minimize the brake
failure to avoid the road accidents. It also reduces the maintenance of braking system. An
advantage of this system is that it can be used on any vehicle with minor modifications to the
transmission and electrical systems. An Electromagnetic Braking system uses Magnetic force
to engage the brake, but the power required for braking is transmitted manually. The disc is
connected to a shaft and the electromagnet is mounted on the frame. When electricity is
applied to the coil a magnetic field is developed across the rotating disc because of the
current flowing across the coil and causes disc to get attracted towards the coil. As a result, it
develops a torque and eventually the vehicle comes to rest. These brakes can be incorporated
in heavy vehicles as an auxiliary brake. The electromagnetic brakes can be used in
commercial vehicles by controlling the current supplied to produce the magnetic flux.
Making some improvements in the brakes it can be used in automobiles in future.
Electromagnetic brakes are the brakes working on the electric power & magnetic power.
They work on the principle of electromagnetism. The working principle of this system is that
when the magnetic flux passes through and perpendicular to the rotating disc the eddy current
flows opposite to the rotating disc/rotor direction. This eddy current trying to stop the rotating
wheel or rotor. This results in the rotating wheel or rotor comes to rest/neutral. These are
totally friction less. Due to this, they are more durable & have longer life span. Less
maintenance is there. These brakes are an excellent replacement on the convectional brakes
due to their many advantages. The reason for implementing this brake in automobiles is to
reduce wear in brakes as it friction less. Therefore, there will also be no heat loss. The
electromagnetic brakes are much effective than conventional brakes & the time taken for
application of brakes is also smaller. There is very few need of lubrication. Electromagnetic
breaks give such better performance with less cost, which is today’s need.
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 ii

TABLE OF CONTENTS
CONTENTS PAGE NO
ACKNOWLEDGEMENT i
ABSTRACT ii
LIST OF FIGURES v
LIST OF TABLES vi
NOMENCLATURE vii
1. INTRODUCTION 1
1.1 OVERVIEW 1
1.2 PROBLEM DEFINITION 2
1.3WORKING PRINCIPLE 3
2. LITERATURE SURVEY 4
2.1 OBSERVATION FROM LITURATURE SURVEY 4-5
3. OBJECTIVE AND METHODOLOGY 6-7
4. DISCRIPTION OF COMPONENTS 8-23
4.1 ELECTROMAGNET 8-9

4.2 ALUMINIUM DISC 9-10
4.3 PERMANENT MAGNET 11-12
4.4 AC MOTOR 12-14
4.4.1 SYNCHRONOUS MOTOR 12
4.4.2 TERMINOLOGY 13
4.4.3 NOMENCLATURE 14
4.5 SPROCKET AND CHAIN DRIVE 15-21
4.5.1 SPROCKET 15-16
4.5.2 ANATOMY OF A SPROCKET 17
4.5.3 CHAIN 18-19
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 iii

4.5.4 ANATOMY OF CHAIN 20

4.5.5 BASIC PARAMETERS OF TRANSMISSION 20-21
4.6 ELECTRICAL CIRCUIT 21-23
5. PROCESS INVOVLED 24-28
5.1 WELDING 24-25

5.1.1 ARC WELDING 24
5.1.2 GAS WELDING 25
5.2 GRINDING 26
5.3 TURNING 26
5.4 BORING 27
5.5 THREADING 27
5.5.1 THREAD CUTTING 27
5.5.2 TAPS AND DIES 27
5.6 BUFFING 28
6. DESIGN AND CALCULATIONS 29-35

6.1 DESIGNED MODEL 29-30
6.2 FABRICATED MODEL 31-32
6.3 CALCULATIONS 33-35
7. RESULTS AND DISCUSSIONS 36-38
7.1 EXPERIMENTAL RESULT 36-37

7.2 ADVANTAGES 37
7.3 DISADVANTAGES 37-38
8. APPLICATION AND SCOPE FOR THE FUTURE 39
9. COST ANALYSIS 40-41
10. CONCLUSION 42
11. REFERENCE 43
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 iv

LIST OF FIGUERS
FIGURE NO. CONTENTS PAGE NO

Fig. 3.1 Methodology 7
Fig. 4.1 Electromagnet 9
Fig. 4.2 Aluminium Disc 10
Fig. 4.3 Permanent Magnets 11
Fig. 4.4 Synchronous Motor 12
Fig. 4.5 AC Motor 14
Fig. 4.6 Sprocket and Chain drive 15
Fig. 4.7 Types of Sprockets 16
Fig. 4.8 Anatomy of a Sprocket 17
Fig. 4.9 Chain 18
Fig. 4.10 Anatomy of Chain 20
Fig. 4.11 AC Circuit 21
Fig. 4.12 DC Circuit 22
Fig. 5.1 Arc Welding 24
Fig. 5.2 Gas Welding 25
Fig. 6.1 Isometric View 29
Fig. 6.2 Front View 29
Fig. 6.3 Top View 29
Fig. 6.4 Front View 30
Fig. 6.5 Back View 30
Fig. 6.6 Trimetric View 30
Fig.6.7 Fabricated Model 32
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 v

LIST OF TABLES
TABLE NO CONTENTS PAGE NO
Table 1.1 Experimental result 36

Table 1.2 Cost table 41
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 vi

NOMENCLATURE
Notations
I = current flowing through the coil (Amp)

N = number of turns of the coil
L = length of the coil (m)
μo = permeability of air (N/Amp2)

A = Area in (m²)
g = gap that is separating the electromagnet and the object(m)
σ= electrical conductivity of the rotating disk (S/m)

δ= sheet thickness rotating disk (m)
a = disk radius (m)

r = radius of electromagnet (m)
m = distance of disc axis from pole-face center(m)
Bz = Magnetic flux density (T)
ω= initial angular velocity (rad/sec)
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 vii

CHAPTER 1
INTRODUCTION
1.1 OVERVIEW
The principle of braking in road vehicles involves the conversion of kinetic energy into
heat. This high energy conversion therefore demands an appropriate rate of heat
dissipation if a reasonable temperature and performance stability are to be maintained.
In this project, the design, construction, and location features severely limit the heat
dissipation function of the friction brake, electromagnetic brakes work in a relatively cool
condition and avoid problems that friction brakes face by using a totally different working
principle. By using the electromagnetic brake as supplementary retardation equipment,
the friction brakes can be used less frequently and therefore practically never reach high
temperatures.
This brake uses both eddy current and attraction force of magnet to stop vehicle. Eddy
current is used to retard the vehicle while magnetic force is used to bring vehicle to rest.
This braking is based on attraction property of magnets. When electricity is applied to the
coil a magnetic field is developed across the armature because of the current flowing
across the coil and causes armature to get attracted towards the coil. As a result of
attraction between magnets, it develops a torque which opposes the motion of rotor and
eventually the vehicle comes to rest
Electromagnetic brakes have many advantages over frictional braking system. The
combination of eddy current and magnetic forces makes this brake more effective. This
brake can be used as auxiliary brake system in vehicle. It can be used in rail coaches to
decelerate the train moving in high-speed. Combination of these brakes increases the
brake life and act like fully loaded brakes. The braking force produced in this brake is less
than the disc brakes. Hence, it can be used as secondary or emergency braking system in
the automobiles.
Department of Mechanical Engineering | CEC, Bantwal | 2018-19 1

1.2 PROBLEM DEFINITION
The conventional friction brake can absorb and convert enormous energy values, but only
if the temperature rise of the friction contact materials is controlled. This high energy
conversion therefore demands an appropriate rate of heat dissipation if a reasonable
temperature and performance stability are to be maintained. Unfortunately, design,
construction, and location features all severely limit the heat dissipation function of the
friction brake to short and intermittent periods of application. This could lead to a ‘brake
fade’ problem (reduction of the coefficient of friction, less friction force generated) due to
the high temperature caused by heavy brake demands.
The main reasons why conventional friction brakes fail to dissipate heat rapidly are as
follows:
- Poor ventilation due to encapsulation in the road wheels,
- Diameter restriction due to tire dimensions,
- Problems of drum distortion at widely varying temperatures.
All conventional systems of braking in road vehicles uses development of contact friction
for retardation. For high speed automobiles, this braking system produces continuous
power dissipation as heat, and may fail if the temperature rises too high. These systems
are probe to the wear and tear on regular usage. It can also be observed that friction based
braking methods are not efficient under wet conditions. Heavier brakes add additional
weight to the automobile serving no other purpose and significantly reducing traction
under certain circumstances. Another major issue is that brakes usually create small noise
on application and may also create loud screeches on hard usage. If the speed of the
vehicle is very high, the brake cannot provide enough braking force due to high
temperature of the braking pads and it will cause failure of the braking system.

1.3 WORKING PRINCIPLE
Eddy current brake works according to Faraday's law of electromagnetic induction.

According to this law, whenever a conductor cuts magnetic lines of forces, an emf is
induced in the conductor, the magnitude of which is proportional to the strength of
magnetic field and the speed of the conductor. If the conductor is a disc, there will be
circulatory currents i.e. eddy currents in the disc. According to Lenz's law, the direction
of the current is in such a way as to oppose the cause, i.e. movement of the disc.
Essentially the eddy current brake consists of two parts, a stationary magnetic field
system and a solid rotating part, which include a metal disc. During braking, the metal
disc is exposed to a magnetic field from an electromagnet, generating eddy currents in the
disc. The magnetic interaction between the applied field and the eddy currents slow down
the rotating disc. Thus, the wheels of the vehicle also slow down since the wheels are
directly coupled to the disc of the eddy current brake, thus producing smooth stopping
motion.

CHAPTER 2
LITERATURE SURVEY
2.1 OBSERVATION FROM LITERATURE SURVEY
 “Innovative Electro Magnetic Braking System”by Sevvel P, Nirmal Kannan V,

Mars Mukesh Spublished in International Journal of Innovative Research in Science,
Engineering and Technology (IJIRSET), Volume-3 in April 2014, Second National
Conference on Trends in Automotive Parts Systems and Applications (TAPSA-2014)
at Sri Krishna College of Engineering & Technology, Kuniamuthur, Coimbatore,
TamilNadu,India.
Mr. Sevvel P and S Mukesh Et al find that the electromagnetic brakes can be used as
an auxiliary braking system along with the friction braking system to avoid
overheating and brake failure. ABS usage can be neglected by simply using a micro
controlled electromagnetic disk brake system. When these brakes are combined with
mechanical brakes, it increases the life of brake and act like fully loaded brakes.
These electromagnetic brakes can be used in wet conditions which eliminate the anti-
skidding equipment. Hence, the braking force produced in this is less than the disc
brakes if can be used as a secondary or emergency braking system in the
automobiles.
 “Enhancement of Braking System in Automobile Using Electromagnetic

Braking” by Akshya S.Puttewar and Nagnath U. published in IOSR Journal of
Mechanical and Civil Engineering (IOSRJMCE) ,in 2009, conference held at
Dr.Babasaheb Ambedkar College of Engineering & Research, Wanadongri, Nagpur.

Mr. Akshya S.Puttewar and Nagnath U. Et al analyse that Electromagnetic braking

system is found to be more reliable as compared to other braking systems. In oil
braking system or air braking system, even a small leakage may lead to complete
failure of brakes. While in electromagnetic braking system as four-disc plates, coils
and firing circuits are attached individually on each wheel, even any coil fails the
brake does not completely fails remaining three coil works properly. This enhanced
braking system not only helps in effective braking but also helps in avoiding the
accidents and reducing the frequency of accidents to a minimum.
 “Design and Fabrication of Eddy Current Braking System” by Oscar Rodrigues,

Omkar Taskar, Shrutika Sawardekar, Henderson Clemente, Girish Dalvi published in
International Research Journal of Engineering and Technology (IRJET), Volume :03,
Issue:04,2016.
The purpose of the study was to perform a comparative study of theoretical and
practical braking time and establish a practical air gap limit beyond which the
electromagnetic brake looses their effectiveness. From theoretical calculations and
experimented braking time values, a maximum reduction in braking time 23.97% is
found and max air gap limit of 3 mm is obtained beyond with electromagnetic brakes
are found to be ineffective. Further, a magnet of higher magnetic flux density can be
used to minimize the braking time. Also, magnets can be positioned at different
locations around the disc in radial arrangement to get better braking torque
distribution.

CHAPTER 3
OBJECTIVE AND METHODOLOGY
3.1 OBJECTIVE
The objective of our electromagnetic braking system is:

 To make the process of braking frictionless and easy.
 To increase the life of the disc plate.
 Reduce the number of servicing required for the system.
3.2 METHODOLOGY
The methodology used for the project “Design and development of electromagnetic
braking system” is shown below with the help of a flowchart. The sequence of the
flowchart gives detailed information of the processes required to finish the project.
 First we conduct the literature survey for the existing conventional braking
systems and electromagnetic systems.
 Then we design a model based on the survey done and various constrains were
considered.
 Then we procure the parts required for the fabrication of the model.
 Then we fabricate the model.
 After the fabrication, we test the gadget.
 Then its performance is evaluated.
 Finally we arrive to a conclusion.

FLOW CHART:
Literature survey
Design of the model
Procurement of parts
Fabrication of the Model
Testing of the Model
Performance Evaluation
Conclusion
Fig. 3.1 Methodology

CHAPTER 4
DESCRIPTION OF THE COMPONENTS
The essential components that are used for the fabrication of the Electromagnetic
braking system are as follows:
• Electromagnet.
• Aluminium Disc.
• Permanent Magnet.
• AC Motor.
• Wheel.
• Sprocket and chain.
• Shaft.
• Disc Brake System.
• Resistors.
• Capacitor.
• Electrical circuit and power supply.
• Supporting framework.
4.1 ELECTROMAGNET
An electromagnet is a type of magnet in which the magnetic field is produced by

an electric current. The magnetic field disappears when the current is turned off.
Electromagnets usually consist of wire wound into a coil. A current through the wire
creates a magnetic field which is concentrated in the hole in the centre of the coil. The
wire turns are often wound around a magnetic core made from a ferromagnetic or
ferrimagnetic material such as iron; the magnetic core concentrates the magnetic flux
and makes a more powerful magnet.
The main advantage of an electromagnet over a permanent magnet is that the

magnetic field can be quickly changed by controlling the amount of electric current in

the winding. However, unlike a permanent magnet that needs no power, an

electromagnet requires a continuous supply of current to maintain the magnetic field.
Fig 4.1 Electromagnet
In the experimental model we use 2 identical electromagnets. A half inch bolt is used
as a core which is made up of carbon steel. A 0.4mm insulated copper wire is wound
around the core having approximately 800-850 turns on it. This electromagnet is
prepared with the constraints of availability of material and is sufficient to provide the
results. The electromagnet can be further improved by increasing the number of turns
and also by using a better core material such as soft iron.
4.2 ALUMINIUM DISC
The proper selection of rotor disc material is very important in the design of eddy
current brakes. Eddy current brakes rely on various material properties hence a material
with good mechanical properties, a high electrical conductivity and good power
dissipation capabilities. Ferromagnetic materials display poor performance characteristics
in the use as eddy currents disc materials. There are three strong candidates of material
which are zinc, copper and aluminum. Baharom et al. investigated these materials in order
to determine a more suitable material. From their experimental evaluation, it was
concluded that aluminium is the best material to use as eddy currents brake disc material,
aluminium disc display an increase in braking torque whilst using low current.
Furthermore, aluminium disc have a low density better than copper and zinc which means

the braking system will be of light weight. Aluminium is the least priced of all the three
materials and the cheapest to machine and join hence this will contribute in reducing the
cost of the braking system. All metals have proved to be harmful to the environment and
humans’ hence proper handling and disposal will be required so as to minimize the risk.
Fig 4.2 Aluminium Disc
A further investigation was carried out to analyze two different alloys of

aluminum which are Al6061 and Al7075, from the study was concluded that Al6061 has
greater performance than Al7075 as the brake disc material. The ability of aluminum to
perform better than the other material is due to the absence of magnetic susceptibility.
Although the disc material is not the only parameter to be considered to achieve the
optimal results it can be concluded that the disc material plays a pivotal role in obtaining
the optimal solution.
A low grade aluminium alloy is used for the purpose of the model. The aluminium disc is
having 8inch diameter and a thickness of 4mm.

4.3 PERMANENT MAGNET
A magnet is a material or object that produces a magnetic field. This magnetic field is
invisible but is responsible for the most notable property of a magnet: a force that pulls on
other ferromagnetic materials, such as iron, and attracts or repels other magnets. The
overall strength of a magnet is measured by its magnetic moment or, alternatively, the
total magnetic flux it produces. The local strength of magnetism in a material is measured
by its magnetization.
Fig 4.3 Permanent Magnets
A permanent magnet is an object made from a material that is magnetized and creates its
own persistent magnetic field. Materials that can be magnetized, which are also the ones
that are strongly attracted to a magnet, are called ferromagnetic (or ferri-magnetic). These
include iron, nickel, cobalt, some alloys of rare-earth metals, and some naturally
occurring minerals such as lodestone. Although ferromagnetic (and ferri-magnetic)
materials are the only ones attracted to a magnet strongly enough to be commonly
considered magnetic, all other substances respond weakly to a magnetic field, by one of
several other types of magnetism.
The model consists of two identical, cylindrical permanent magnets that are
placed on the same side of the aluminium disc. The magnets are placed in such a way that
they are facing the electromagnets which are on the other side of the disc. The magnets
are having opposite polarity while compared to the electromagnets. Thus, when the
electromagnets are actuated the magnetic field lines flow through the disc to the opposite
poles. The permanent magnets are used to increase the strength of the magnetic field.
4.4 AC MOTOR
The motor that converts the alternating current into mechanical power by using an
electromagnetic induction phenomenon is called an AC motor. This motor is driven by an
alternating current. The stator and the rotor are the two most important parts of the AC
motors. The stator is the stationary part of the motor, and the rotor is the rotating part of
the motor. The AC motor may be single phase or three phase.
4.4.1 SYNCHRONOUS MOTOR:
The motor that converts the AC electrical power into mechanical power and is operated
only at the synchronous speed is known as a synchronous motor.
Working Principle of a Synchronous Motor:
When supply is given to synchronous motor, a revolving field is set up. This field tries to
drag the rotor with it, but it cannot do so because of rotor inertia. Hence, no starting
torque is produced. Thus, inherently synchronous motor is not a self-starting the motor.
Fig 4.4 Synchronous Motor

4.4.2 TERMINOLOGY
Phase:
It Indicates the space relationships of windings and changing values of the recurring
cycles of AC voltages and currents. Due to the positioning (or the phase relationship) of
the windings, the various voltages and currents will not be similar in all aspects at any
given instant. Each winding will lead or lag another in position. Each voltage will lead or
lag another voltage in time. Each current will lead or lag another current in time. The
most common power supplies are either single- or three-phase (with 120 electrical
degrees between the three- phases).
Rotor:
The rotating member of an induction motor made up of stacked laminations. A shaft
running through the center and a squirrel cage made in most cases of aluminum, which
holds the laminations together, and act as a conductor for the induced magnetic field. The
squirrel cage is made by casting molten aluminum into the slots cut into each lamination
Stator:
The stationary portion of an electric generator or motor, especially of an induction motor.
4.4.3 NOMENCLATURE
1. Voltage:
This data tells you at which voltage the motor is made to operate. Given parameters for
the motor such as power factor, efficiency, torque and current are at rated voltage and
frequency. When the motor is used at other voltages than the voltage indicated on the
nameplate, its performance will be affected.

2. Frequency:
Usually for motors, the input frequency is 50 or 60 Hz. Generally, more than one
frequency is marked on the nameplate, then other parameters that will differ at different
input frequencies have to be indicated on the nameplate as well.
3. Phase:
This parameter represents the number of AC power lines that supply the motor. Single-
phase and three-phase are considered as the standard.
4. Current:
The current indicated is the rated power output together with voltage and frequency.
Current may deviate from the given amperes if the phases are unbalanced or if the voltage
turns out to be lower than indicated.
Fig 4.5 AC Motor
To run the wheel there is an AC motor, which does not provide power like
how an engine does but it is sufficient for the demonstration of the model. The motor is a
220V 50Hz & 150W motor which has a maximum of 1350rpm. This motor is used as it
can be run in either direction. The motor transmits power to the rotating shaft through
chain and sprocket arrangement. The 12mm shaft of the motor is having a sprocket while
the other one in mounted to the rotating shaft. The transmission ratio from the motor to
the shaft is 1:1.

4.5 SPROCKET AND CHAIN DRIVE
Sprocket chain drive is a way of transmitting mechanical power from one

place to another. It is often used to convey power to the wheels of a vehicle, particularly
bicycles and motorcycles. It is also used in a wide variety of machines besides vehicles.
Most often, the power is conveyed by a roller chain, known as the drive chain or
transmission chain, passing over a sprocket gear, with the teeth of the gear meshing with
the holes in the links of the chain. The gear is turned, and this pulls the chain putting
mechanical force into the system. Sometimes the power is output by simply rotating the
chain, which can be used to lift or drag objects. In other situations, a second gear is placed
and the power is recovered by attaching shafts or hubs to this gear. Though drive chains
are often simple oval loops, they can also go around corners by placing more than two
gears along the chain; gears that do not put power into the system or transmit it out are
generally known as idler-wheels. By varying the diameter of the input and output gears
with respect to each other, the gear ratio can be altered.
Fig: 4.6 Sprocket and chain drive
4.5.1 SPROCKET
Sprockets are rotating parts with teeth that are used in conjunction with a chain and,
almost always, at least one other sprocket to transmit torque. Sprockets and chain can be
used to change the speed, torque, or original direction of a motor. In order for sprockets
and chain to be compatible with each other they must both have the same thickness and

pitch. In order for the sprockets and chain to work effectively, all of the sprockets should
be on parallel shafts with their corresponding teeth on the same plane.
The sprocket looks like a gear but differs in three important ways:
1. Sprockets have many engaging teeth; gears usually have only one or two.
2. The teeth of a gear touch and slip against each other; there is basically no slippage in
a sprocket.
3. The shape of the teeth is different in gears and sprockets.
Fig: 4.7 Types of Sprockets
A sprocket or sprocket-wheel is a profiled wheel with teeth, or cogs, that mesh with
a chain, track or other perforated or indented material. The name 'sprocket' applies
generally to any wheel upon which radial projections engage a chain passing over it. It is
distinguished from a gear in that sprockets are never meshed together directly and differs
from a pulley in that sprockets have teeth and pulleys are smooth. Sprockets are used in
bicycles, motorcycles, cars, tracked vehicles, and other machinery either to transmit
rotary motion between two shafts where gears are unsuitable or to impart linear motion to
a track, tape etc. Sprockets are of various designs; a maximum of efficiency being
claimed for each by its originator. Sprockets typically do not have a flange. Some
sprockets used with timing belts have flanges to keep the timing belt centred. Sprockets
and chains are also used for power transmission from one shaft to another where slippage
is not admissible, sprocket chains being used instead of belts or ropes and sprocket-
wheels instead of pulleys. They can be run at high speed and some forms of chain are so
constructed as to be noiseless even at high speed.

4.5.2 ANATOMY OF A SPROCKET
Fig 4.8 Anatomy of a Sprocket
Number of Teeth is the total count of the number of teeth (projections) around the whole
circumference of a sprocket. For sprockets with very few teeth it is easy to simply count
the number of teeth. However, for sprockets with a higher number of teeth, attempting to
count the teeth may not be very practical or accurate.
Pitch Diameter (PD) is an imaginary circle which is traced by the centre of the chain pins
when the sprocket rotates while meshed with a chain. The ratio of the pitch diameter
between sprockets can be used to calculate the gear ratio, but more commonly and much
more simply the ratio of the number of teeth is used for this calculation.
Pitch represents the amount of pitch diameter in inches per tooth. Gears with a larger
pitch will have bigger teeth. Common pitches are 0.25”, known as #25, and 0.375” (#35).
Outside Diameter (OD) will always be larger than the pitch diameter but smaller than the
chain clearance diameter. The outside diameter does not account for the additional
diameter added by the chain, so it should not be used to check for assembly interference.
Chain Clearance Diameter is the outside diameter of a sprocket with chain wrapped
around it. The chain clearance diameter will always be larger than the pitch diameter and
the outside diameter. The chain clearance diameter should be used when checking for
interference when placing sprockets very close to other structures.

4.5.3 CHAINS
Roller chain or bush roller chain is the type of chain drive most commonly used for
transmission of mechanical power on many kinds of domestic, industrial and agricultural
machinery, including conveyors, wire- and tube-drawing machines, printing presses, cars,
motorcycles, and bicycles. It consists of a series of short cylindrical rollers held together
by side links. It is driven by a toothed wheel called a sprocket. It is a simple, reliable, and
efficient means of power transmission. Roller chain is used to connect two sprockets
together and transfer torque. Roller chain is made up of a series of innerand outer links
connected together to form a flexible strand.
Fig 4.9 Chain
We can sort chains into five types:
 Cast iron chain.

 Cast steel chain.
 Forged chain.
 Steel chain.
 Plastic chain.

Demand for the first three chain types is now decreasing; they are only used in some
special situations. For example, cast iron chain is part of water-treatment equipment;
forged chain is used in overhead conveyors for automobile factories. The latter two: "steel
chain," especially the type called "roller chain," which makes up the largest share of
chains being produced, and "plastic chain." For the most part, we will refer to "roller
chain" simply as "chain."
We can sort chains according to their uses, which can be broadly divided into six types:
1. Power transmission chain.

2. Small pitch conveyor chain.
3. Precision conveyor chain.
4. Top chain.
5. Free flow chain.
6. Large pitch conveyor chain.
The first one is used for power transmission; the other five are used for conveyance.
If the chain is not being used for a high wear application (for instance if it is just
transmitting motion from a hand operated lever to a control shaft on a machine, or a
sliding door on an oven), then one of the simpler types of chain may still be used.
Conversely, where extra strength but the smooth drive of a smaller pitch is required, the
chain may be "siamesed"; instead of just two rows of plates on the outer sides of the
chain, there may be three ("duplex"), four ("triplex"), or more rows of plates running
parallel, with bushings and rollers between each adjacent pair, and the same number of
rows of teeth running in parallel on the sprockets to match. Timing chains on automotive
engines, for example, typically have multiple rows of plates called strands.

4.5.4 ANATOMY OF CHAIN
Fig 4.10 Anatomy of Chain
Outside Links consist of two outside plates which are connected by two pins that are
pressed into each plate. The pins in the outside link go through the inside of the hollow
bushings when the inner and outer links are assembled. The pins can freely spin on the
inside of the bushings.
Inside Link consist of two inside plates that are connected by two hollow bushings which
are pressed into each plate. The teeth of the sprocket contact the surface of the bushings
when the chain is wrapped around a sprocket.
Pitch is the distance between the centres of two adjacent pins. Common pitches are 0.25”,
known as #25, and 0.375” (#35).
4.5.5 BASIC PARAMETERS OF TRANSMISSION SYSTEM
Sprockets are one common way to transmit power and change the output torque or speed of a
mechanical system. Understanding of these basic concepts is required to make optimized design
decisions. This section with briefly cover the definition of these concepts and then explain them in
relationship to basic sprocket and chain designs.
Speed is the measure of how fast an object is moving. The speed of an object is how far it will
travel in a given amount of time. For rotating parts like sprockets and wheels, speed is expressed
in how many revolutions are made in a given amount of time. This rotational speed can be
converted into linear speed at the edge of the sprocket by multiplying the pitch diameter by the
rotations for a given time. The SI unit for speed is meters per second, but speed is also commonly
expressed in feet per second.

Torque is roughly the measure of the turning force on an object like a sprocket or a gear.
Mathematically, torque is defined as the rate of change of the angular momentum of an object.
This can also be stated as a force that acts normal (at 90 degrees) to a radial lever arm which
causes the object to rotate. A common example of torque is the use of a wrench in order to tighten
or loosen a bolt. In that example, using a longer wrench can produce more torque on the bolt than
using a shorter wrench. Torque is commonly expressed in N-m or in-lbs.
When torque is turning an object like a sprocket, the sprocket will create a straight line (linear)
force at the point where the teeth contact the chain. The magnitude of the torque created is the
product of the rotational force applied and the length of the lever arm, which for a sprocket, is half
of the pitch diameter (the radius).
Power is the rate of work over time. The concept of power includes both a physical change and a
time period in which the change occurs. This is different from the concept of work which only
measures a physical change. The difference in these two concepts is that it takes the same amount
of work to carry a brick up a mountain whether you walk or run but running takes more power
because the work is done in a shorter amount of time. The SI unit for power is the Watt (W)
which is equivalent to one joule per second (J/s)
4.6 ELECTRICAL CIRCUIT
The electrical circuit consists of two circuits: AC circuit and DC circuit. The AC circuit is
used to power the AC motor and the DC circuit is used for the electromagnets. If seen
through the view of the electromagnetic braking system then only a DC power source
would be sufficient
AC Supply Switch Capacitor Motor
Fig 4.11AC Circuit

The AC circuit is connected as follows. From the 230Volt main power supply it is
connected to the switch and then to the capacitor. A capacitor is a passive two-terminal
electrical component that stores potential energy in an electric field. The effect of a
capacitor is known as capacitance. While some capacitance exists between any two
electrical conductors in proximity in a circuit, a capacitor is a component designed to add
capacitance to a circuit. A capacitor of capacitance 12 micro-Farad is used which is
connected then to the AC motor. This is done since the motor requires a high charge for
initial actuation the capacitor is thus used. The other terminal of the motor is connected
back to main supply. When the switch is turned on the motor is starts and powers the
shaft and the wheel and disc mounted on the shaft rotate and when the switch is turned off
the motor stops and the shaft slowly comes to rest.
The 230Volt power AC supply is converted to 12Volts 5amp’s DC supply by using

SMPS. A switched-mode power supply (SMPS) is an electronic circuit that converts
power using switching devices that are turned on and off at high frequencies, and storage
components such as inductors or capacitors to supply power when the switching device is
in its non-conduction state. Like a linear power supply, the switched mode power supply
too converts the available unregulated ac or dc input voltage to a regulated DC output
voltage. However, in case of SMPS with input supply drawn from the ac mains, the input
voltage is first rectified and filtered using a capacitor at the rectifier output. The SMPS we
use has 3 inputs and 2 outputs. The inputs given are 2 from the power supply and 1 earth
connection. The output taken are the positive (V+) and the negative (V-) DC supply.
AC Supply SMPS Variable Resistance Unit Electromagnet
Fig 4.12 DC Circuit

The positive of the DC supply achieved is connected to the variable resistance unit. This
unit is used to vary the magnetic effect of the electromagnet. There are 2 wire wound
resistors of 10W each which have resistance values of 100-ohm and 1-ohm. The two
resistors are in series. The resistors are connected using simple GI (galvanized iron)
sheets. A brake pedal mechanism is attached, which at initial position gives infinite
resistance and at fully pressed position gives resistance. There are 4 resistance values
which the model can be set for: Infinite resistance- 101ohm - 1ohm – No resistance. As
resistance decreases the current flowing through the electromagnetic coils increases and
the magnetic flux increases which increases the intensity of eddy currents produced and
the reverse torque produced in the disc increases and thus will have more braking effect.
The variable resistance unit is then connected to the electromagnets. The 2

electromagnets are in parallel arrangement, since this configuration proves to be more
effective than series arrangement. The other terminal of the electromagnets is connected
to the SMPS. There is no switch provided in the DC circuit but the brake pedal
mechanism acts as a switching device and provides for electromagnetic braking only
when applied.

CHAPTER 5
PROCESS INVOLVED
5.1 WELDING
Welding is a fabrication or sculptural process that joins materials, usually metals or

thermoplastics, by causing fusion, which is distinct from lower temperature metal-joining
techniques such as brazing and soldering, which do not melt the base metal. In addition to
melting the base metal, a filler material is typically added to the joint to form a pool of
molten material (the weld pool) that cools to form a joint that is usually stronger than the
base material. Pressure may also be used in conjunction with heat, or by itself, to produce
a weld. Welding also requires a form of shield to protect the filler metals or melted metals
from being contaminated or oxidised.
Fig 5.1 Arc Welding
5.1.1 ARC WELDING
Arc welding is a process that is used to join metal to metal by using electricity to create
enough heat to melt metal, and the melted metals when cool result in a binding of the
metals. It is a type of welding that uses a welding power supply to create an electric arc
between an electrode and the base material to melt the metals at the welding point. They
can use either direct (DC) or alternating (AC) current, and consumable or non-

consumable electrodes. The welding region is usually protected by some type of shielding
gas, vapour, or slag. Arc welding processes may be manual, semi-automatic, or fully
automated. First developed in the late part of the 19th century, arc welding became
commercially important in shipbuilding during the Second World War. Today it remains
an important process for the fabrication of steel structures and vehicles. In this project,
Arc welding is mainly used in the construction of the framework. Time required for this
work is approximately an hour.
5.1.2 GAS WELDING
Gas welding is a process that uses fuel gases and oxygen to weld and cut metals,
respectively. Pure oxygen, instead of air, is used to increase the flame temperature to
allow localised melting of the workpiece material (e.g. steel) in a room environment. A
common propane/air flame burns at about 2,250 K (1,980 °C; 3,590 °F), a
propane/oxygen flame burns at about 2,526 K (2,253 °C; 4,087 °F), an oxy-hydrogen
flame burns at 3,073 K(2,800 °C; 5,072 °F), and an acetylene/oxygen flame burns at
about 3,773 K (3,500 °C;6,332 °F).
In this project gas welding is mainly used to attach the aluminium disk to the main shaft.
Fig 5.2 Gas Welding

5.2 GRINDING
Grinding is an abrasive machining process that uses a grinding wheel as the cutting tool.
Grinding practice is a large and diverse area of manufacturing and tool making. It can
produce very fine finishes and very accurate dimensions; yet in mass production contexts
it can also rough out large volumes of metal quite rapidly. It is usually better suited to the
machining of very hard materials than is "regular" machining (that is, cutting larger chips
with cutting tools such as tool bits or milling cutters), and until recent decades it was the
only practical way to machine such materials as hardened steels. Compared to "regular"
machining, it is usually better suited to taking very shallow cuts, such as reducing a
shaft’s diameter by half a thousandth of an inch or 12.7 μm. After welding, the weld lines
are grinded it to obtain an even surface on the frame work. Also used to customise the
diameter of the shaft.
5.3 TURNING
Turning is a machining process in which a cutting tool, typically a non-rotary tool bit,
describes a helix tool path by moving more or less linearly while the workpiece rotates.
The tool's axes of movement may be literally a straight line, or they may be along some
set of curves or angles, but they are essentially linear (in the non-mathematical
sense).Usually the term "turning" is reserved for the generation of external surfaces by
this cutting action, whereas this same essential cutting action when applied to internal
surfaces (that is, holes, of one kind or another) is called "boring". Thus, the phrase
"turning and boring" categorises the larger family of (essentially similar) processes
known as lathing. The cutting of faces on the workpiece (that is, surfaces perpendicular to
its rotating axis),whether with a turning or boring tool, is called "facing", and may be
lumped into either category as a subset.

5.4 BORING
Boring is the process of enlarging a hole that has already been drilled (or cast) by means
of a single-point cutting tool (or of a boring head containing several such tools), such as
in boring a gun barrel or an engine cylinder. Boring is used to achieve greater accuracy of
the diameter of a hole and can be used to cut a tapered hole. Boring can be viewed as the
internal-diameter counterpart to turning, which cuts external diameters.
5.5 THREADING
Threading is the process of creating a screw thread. More screw threads are produced
each year than any other machine element. There are many methods of generating
threads, including subtractive methods.
5.5.1 THREAD CUTTING:
Thread cutting, as compared to thread forming and rolling, is used when full thread depth
is required, when the quantity is small, when the blank is not very accurate, when
threading up to a shoulder is required, when threading a tapered thread, or when the
material is brittle.
5.5.2 TAPS AND DIES:
A common method of threading is cutting with taps and dies. Unlike drill bits, hand taps
do not automatically remove the chips they create. A hand tap cannot cut its threads in a
single rotation because it creates long chips which quickly jam the tap (an effect known
as “crowding”), possibly breaking it. Therefore, in manual thread cutting, normal wrench
usage is to cut the threads 1/2 to 2/3 of a turn (180 to 240-degree rotation), then reverse
the tap for about 1/6 of a turn (60 degrees) until the chips are broken by the back edges of
the cutters. It may be necessary to periodically remove the tap from the hole to clear the
chips, especially when a blind hole is threaded.

5.6 BUFFING
Buffing are finishing processes for smoothing a workpiece's surface using an abrasive and
a work wheel or a leather strop. Buffing uses a loose abrasive applied to the work wheel.
Buffing is less harsh, which leads to a smoother, brighter finish.

CHAPTER 6
DESIGN AND CALCULATION
6.1 DESIGNED MODEL
Fig 6.1 Isometric View
Fig 6.2 Front View
Fig 6.3 Top View

Fig 6.4 Front View
Fig 6.5 Back View
Fig 6.6 Trimetric View

6.2 FABRICATED MODEL
Fig 6.7 Fabricated Model

Fig 6.7 Fabricated Model

6.3 CALCULATIONS
6.3.1 MOTOR TORQUE
Primary Motor Specifications : 220 Volts, 50Hz AC motor
Speed (N) : 1350 RPM
Power (P) : 150 Watts
Outer diameter of the shaft : 12 mm
w.k.t, Power (P) = 2πNT / 60
Where, T is the torque produced by the motor
Therefore, T = (60*P) / (2*π*N)
= (60*150) / (2*π*1350)
= 1.06 N-m
6.3.2 TRANSMISSION RATIO
Diameter of motor sprocket, d1 : 80 mm
Diameter of shaft sprocket, d2 : 80 mm
Number of teeth on motor sprocket, z1 : 20
Number of teeth on shaft sprocket, z2 : 20
Therefore, Transmission Ratio = z1/z2
= d1/d2
= 20 / 20
= 1
Max wheel shaft rpm = 1350 rpm

6.3.3 MAGNETIC FIELD STRENGTH OF ELECTROMAGNET

𝑁∗𝐼
Magnetic Field Strength, 𝐻 = 𝐿
Where, I is the current flowing through the coil (Amp)

Nis the number of turns of the coil
L is the length of the coil (m)
850∗5
𝐻= =70.83*103 Amp-turns/m
0.06
6.3.4 PULL FORCE OF ELECTROMAGNET

𝐴
Pull Force Fpull = (𝑁 ∗ 𝐼)2 ∗ 𝜇𝑜 ∗ (2𝑔)²
Where, Nis Number of turns

I is Current (Amp)
μo is permeability of air (N/Amp2)
A is Area in (m²)
g is the gap that is separating the electromagnet and the object(m)
Fpull= (850 ∗ 5)2 ∗ 4𝜋 ∗ 10−7 ∗ (2∗0.003)²

𝜋∗0.015²
Fpull=445.67N
6.3.5 BRAKING TORQUE
Schieber’s model is selected for verifying experimental results with theoretical. The
model gives fairly accurate results over low as well as high speed range. According to
Schieber’s equation, the braking toque generated in rotating disc under the influence of
electromagnetic field is given by,

Where, σ= electrical conductivity of the rotating disk (35.5*106 S/m)

δ= sheet thickness rotating disk (0.004m)
a = disk radius(0.1016m)
r = radius of electromagnet (0.0075m)
m = distance of disc axis from pole-face center(0.08m)
Bz = Magnetic flux density
ω= initial angular velocity
𝐹
𝑝𝑢𝑙𝑙 445.67
Magnetic flux density, Bz= 𝑁∗𝐼∗𝐿 = 850∗5∗0.06 =1.74 T
The wheel initially rotates 1 revolution every 8 seconds, or 0.125 rev/s.

Converting to radians/sec gives initial angular velocity as,
ω = 0.125 rev/s * 2 𝜋 rad/rev= 0.785 rad/s
Braking Torque,
1
𝑇= × 35.5 ∗ 106 ∗ 0.004 ∗ 0.785 ∗ 𝜋 ∗ 0.00752 ∗ 0.082 ∗ 1.742 ∗
2
0.0075 2
(0.1016)
∗ (1 − )
0.08 2 2
(1 − (0.1016) )
( )
Therefore Braking torque or Reverse torque is T= 0.183 N-m

CHAPTER 7
RESULTS AND DISCUSSION
7.1 EXPERIMENTAL RESULT
The working model of the electromagnetic braking system was analyzed and tests were
carried out to get certain results. Table shows the time taken by the wheel to stop under
the different conditions. For all the three trials the motor was switched on for 3 seconds
and time taken for the rotating wheel to come to rest was noted.
Conditions Time taken by wheel to stop
Just the wheel-without any external 78sec

influence
Using only the electromagnets 70sec
Using the electromagnets along with the 45sec

permanent magnets
Table.1.1
The above results show that the using electromagnets along with permanent
magnets gave the best result, a difference of about 33 seconds. It shows that have two
opposite poles on either side of the disc proves most effective. The model being made by
manual work and no high skilled labor used gives a rough idea of the concept. But it does
not give results to use it as a braking system. The accurate results from the project could
be attained by:
 Using a high grade Aluminium disc like 6061

 Having a better core for the electromagnet i.e. soft iron
 Increasing the number of turns on the electromagnet
 Keeping the distance between the electromagnet and disc at least less than 3mm
 Proper machining of the all the parts
7.2 ADVANTAGES
 Electromagnetic brakes can develop a negative power, which represents nearly

twice the maximum power output of a typical engine.
 Electromagnetic brakes work in a relatively cool condition and satisfy all
 The energy requirements of braking at high speeds, completely without the use of
friction. Due to its specific installation location (transmission line of rigid vehicles),
electromagnetic brakes have better heat dissipation capability to avoid problems
that friction brakes face times the braking power of an exhaust brake.
 Electromagnetic brakes have been used as supplementary retardation equipment in
addition to the regular friction brakes on heavy vehicles.
 Electromagnetic brakes have great braking efficiency and have the potential to
regain energy lost in braking.
 Its component cost is less.
 Quick operation & more accurate.
 It reduces the manual effort.
 In electromagnetic braking system, maintenance is very less.
 Electromagnetic braking system work is done very fast, because of electronic
component and flowing of current is very fast.
 Very less effort is required to apply the brake.
 It is reasonable as compare with other brakes.
 Due to its special mounting location and heat dissipation mechanism,
electromagnetic brakes have better thermal dynamic performance than regular
friction brakes.
7.3 DISADVANTAGES
 The installation of an electromagnetic brake is very difficult if there is not enough

space between the gearbox and the rear axle.
 Maintenance of the equipment components such as hoses, valves has to done
periodically.
 Dependence on battery power to energize the brake system drains down the battery
much faster.

 Due to residual magnetism present in electromagnets, the brake shoe takes time to
come back to its original position.
 A special spring mechanism needs to be provided for the quick return of the brake
shoe.

CHAPTER 8
APPLICATIONS AND SCOPE FOR FUTUTRE WORK
8.1 APPLICATIONS
 Used in crane control system

 Used in winch controlling
 Used in lift controlling Used in automobile purpose
 In locomotives, a mechanical linkage transmits torque to an electromagnetic
braking component.
 Trams and trains use electromagnetic track brakes where the braking element is
pressed by magnetic force to the rail. They are distinguished from mechanical track
brakes, where the braking element is mechanically pressed on the rail.
 Electric motors in industrial and robotic applications also employ electromagnetic
brakes.
8.2 SCOPE FOR FUTURE WORK
The lots of new technologies are arriving in world. They create a lot of effect. Most
industries got their new faces due to this arrival of technologies. Automobile industry is
also one of them. There is a boom in World’s automobile industry. Therefore, a lot of
research is also going here. As an important part of automobile, there are also innovations
in brakes. Electromagnetic brake is one of them. This enhanced braking system not only
helps ineffective braking but also helps in avoiding the accidents and reducing the
frequency of accidents to a minimum. Furthermore, the electromagnetic brakes prevent
the danger that can arise from the prolonged use of brake beyond their capability to
dissipate heat.

CHAPTER 9
COST ANALYSIS
Sl. No. PARTS Qty. Material Amount (Rs)
1 Sq. tubing frame 10m M.S. 600
2 Wheel 1 M.S, Al alloy 1200
3 Disc 1 Aluminium 100
4 Electromagnet 2 M.S. +Cu wire 2000
5 AC Motor 1 - 1300
6 Sprocket 2 M.S. 200
7 Chain 1 M.S. 100
8 Shaft 1 - 400

10 AC motor 1 - 1300
14 Capacitor 1 - 70
15 SMPS 1 - 550
16 Resistor 2 - 30
17 Wire - - 150
18 Disc Brake system - - 1500
20 Brake Pedal and fixtures - M.S. 350
21 Labor charge - - 2000
11850
Total
Table.1.2

CONCLUSION
An electromagnetic braking for automobiles like bike, car has an effective braking
system. In addition, by using these electromagnetic brakes, we can increase the life of the
braking unit. The working principle of this system is that when the electromagnetic flux
passes through and perpendicular to the rotating wheel the eddy current is induced in the
rotating wheel or rotor. This eddy current flows opposite to the rotating wheel. This eddy
current tries to stop the rotating wheel or rotor. This results in the rotating wheel or rotor
comes to rest. Electromagnetic braking system is found to be more reliable as compared
to other braking systems. In oil braking system or air braking system, even a small
leakage may lead to complete failure of brakes. While in electromagnetic braking system
as four disc plates, coils and firing circuits are attached individually on each wheel, even
any coil fails the brake does not completely fails remaining three coil works properly. In
addition, this system needs very little of maintenance. In addition, it is found that
electromagnetic brakes make up approximately 80% of all of the power applied brake
applications. The frictions brakes can be used less frequently and therefore practically
never reach high temperatures. The brake linings would last considerably longer before
requiring maintenance and the potentially “brake fade” problem could be avoided.
Electromagnetic brakes are important auxiliary retardation equipment in addition to the

regular friction brakes. They can be used in automobiles under conditions such as
reducing speed on motorways and trunk roads and braking for prolonged periods during
down slope operations. Regular friction brakes have an outstanding and vital load
absorbing capability if the temperature of brake pad is kept minimum. Electromagnetic
brakes help friction brakes to retain this capability under all conditions by absorbing
energy at a separate location based on a totally different working principle. The usage of
abs can be neglected by using a micro controlled electromagnetic system. Combination of
friction brakes and electromagnetic brakes increases the brake life and act like fully
loaded brakes. These brakes can be used in wet condition, so there is no use of anti-
skidding instrument. It is fully electrically controlled which results in less accidents. The
braking force produced in this brake is less than the disc brakes. Hence, it can be used as
a secondary or emergency braking system in the automobiles. In electromagnetic brakes
any failures can be identified and the problem can be rectified.
REFERENCE
[1] M.A. Heald (1988) , "Magnetic braking: Improved theory" published in the American
Journal of Physics, Volume 56: 521–2
[2] Kapjin Lee and Kyihwan Park(1998), “Optimal robust control of a contactless brake
system using an eddy current”, on 20th April.
[3] Akshya S.Puttewar and Nagnath U(2009), “Enhancement of Braking System in

Automobile Using Electromagnetic Braking” published in IOSR Journal of Mechanical
and Civil Engineering (IOSRJMCE) ,in 2009.
[4] Sevvel P, Nirmal Kannan V, Mars Mukesh S (2014), “Innovative Electro Magnetic
Braking System” by published in International Journal of Innovative Research in Science,
Engineering and Technology (IJIRSET), Volume-3 in April 2014.
[5] Oscar Rodrigues, Omkar Taskar, Shrutika Sawardekar, Henderson Clemente, Girish
Dal (2016),“Design and Fabrication of Eddy Current Braking System” by vi published in
International Research Journal of Engineering and Technology (IRJET), Volume :03,
Issue:04,2016.

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VISVESVARAYA TECHNOLOGICAL UNIVERSITY

SMART TOILET CLEANER

In the partial fulfillment of the requirement for the degree of

(Visvesvaraya Technological University)

Under the guidance of

Mr. SUNIL KUMAR B V, B.E, M.Tech.

Department of Mechanical Engineering

CANARA ENGINEERING COLLEGE

DEPARTMENT OF MECHANICAL ENGINEERING

This project entitled “DESIGN AND DEVELOPMENT OF

Mr. Sunil Kumar B V Mr. NiranjanRai

Dr. B. Krishna Prabhu Dr. Ganesh V. Bhat

DEPARTMENT OF MECHANICAL ENGINEERING

We, the students of 8thsemester of Mechanical Engineering, Canara Engineering College,

Place: Benjanapadavu, Bantwal

1. ADITYA BHAT A 4CB16ME400

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that the project entitled “DESIGN AND DEVELOPMENT OF

ADITYA BHAT A 4CB16ME400

Students of 7th semester B.E in Mechanical Engineering under my guidance and

Mr. SUNIL KUMAR B V

Department of Mechanical Engineering | CEC, Bantwal | 2018-19 i

Department of Mechanical Engineering | CEC, Bantwal | 2018-19 ii

2.1 OBSERVATION FROM LITURATURE SURVEY 4-5

3. OBJECTIVE AND METHODOLOGY 6-7

4. DISCRIPTION OF COMPONENTS 8-23

4.1 ELECTROMAGNET 8-9

Department of Mechanical Engineering | CEC, Bantwal | 2018-19 iii

4.5.4 ANATOMY OF CHAIN 20

5. PROCESS INVOVLED 24-28

5.1 WELDING 24-25

6. DESIGN AND CALCULATIONS 29-35

7. RESULTS AND DISCUSSIONS 36-38

7.1 EXPERIMENTAL RESULT 36-37

8. APPLICATION AND SCOPE FOR THE FUTURE 39

9. COST ANALYSIS 40-41

Department of Mechanical Engineering | CEC, Bantwal | 2018-19 iv

FIGURE NO. CONTENTS PAGE NO

Fig. 4.1 Electromagnet 9

Fig. 4.2 Aluminium Disc 10

Fig. 4.3 Permanent Magnets 11

Fig. 4.4 Synchronous Motor 12

Fig. 4.5 AC Motor 14

Fig. 4.6 Sprocket and Chain drive 15

Fig. 4.7 Types of Sprockets 16

Fig. 4.8 Anatomy of a Sprocket 17

Fig. 4.9 Chain 18

Fig. 4.10 Anatomy of Chain 20

Fig. 4.11 AC Circuit 21

Fig. 4.12 DC Circuit 22

Fig. 5.1 Arc Welding 24

Fig. 5.2 Gas Welding 25

Fig. 6.1 Isometric View 29

Fig. 6.2 Front View 29

Fig. 6.3 Top View 29

Fig. 6.4 Front View 30

Fig. 6.5 Back View 30

Fig. 6.6 Trimetric View 30